Sticky Thread For Mid-Atlantic MilAir 2022

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Mark

Mark

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HALO-02 flight was busy off California this morning maybe chasing hypersonic missile test.
Old Grumman GLF2 N178B modified works for Missile Def Agency.
N178B Flight Tracking and History - FlightAware
Northrop Grumman Awarded Missile Defense Agency Other Transaction Agreement to Defend Against Hypersonic Missiles | Northrop Grumman

WINK-12 seems to be having problems and prefer we rtb Pittsburgh..
WINK-13 KC-10 #85-0034 calling in on boom freq now 228.900.They moved tanker track back over land.
 
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H

Hbright

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Hbright said:
The new aircraft is replacing the older of the two C-37s they had. IIRC, the older ones were both leased, this is their first Gulfstream purchase.

“The new C-37B will ensure the Coast Guard retains a two-aircraft fleet in order to provide this deployed command and control capacity.”

Click to expand...
Correction on the above (I was misinformed by Scramble Magazine): Their new C-37B is replacing their leased C-37B that started its service w/ USCG in 2017. That was at least the second Gulfstream that the Coast Guard leased. I presume the lease ran out. Their older C-37A remains in service as their only other executive transport acft. They own that aircraft.

www.dcms.uscg.mil

Coast Guard accepts new C-37B long range command and control aircraft

The Coast Guard took delivery of a new C-37B long range command and control aircraft (LRCCA) from Gulfstream Aerospace Corporation on June 29.
www.dcms.uscg.mil

Also, does anyone know the new C-37B’s serial number? I’m curious because G550s are no longer built for commercial clients but apparently governments can still purchase them. This one may well be the last one ever built.
 
Mark

Mark

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Hbright said:
1944E: Loud fighter sounds over Rehoboth. CAP going home or an intercept?
Click to expand...
Just chasing tanker that was right over that area... A/A 259.000 One is 10 miles in trail trying to catch up.
Checked on wx back home for runway 2. VFR conditions,nice wx. Talking about hate using speed brake at night
when landing.
2022 local WINK-14 checks in with ZDC Smyrna 354.150 says will be leaving in 10 minutes or so and
req flight plan back to KPSM.
2231 WINK-14 ready to depart with ZDC 354.150 and NOBLE also checks in with his rtb req plan to Barnes.
 
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wbagley

wbagley

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Mark said:
Accident report of Dale Snodgrass.. Forgot to remove rudder lock on preflight check..
Probable cause of Snodgrass crash: pilot error | Stars and Stripes
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Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to remove the flight control lock before departure, which resulted in a loss of airplane control and impact with terrain. Contributing to the accident was his failure to perform an adequate preflight inspection and flight control check before takeoff.
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As Grampaw Pettibone says: Jumpin' Jehoshaphat! :oops:

The gust lock takeoff has been done with fatal results so many times over the years, in most cases by folks who should really know better.

A 2014 Gulfstream IV crash:

...I shook my head in disbelief while reading the NTSB’s report on the May 31, 2014, nighttime accident involving a Gulfstream G-IV at Hanscom Field (BED) in Bedford, Mass., which was released a couple of months ago. How could the experienced, professional flight crew of the modern twin-engine jet try to take off with locked controls? Sounded impossible to me, but that’s what the Safety Board said happened. The airplane overran the end of runway 11, crossed a grassy area, hit approach lights and a localizer antenna, passed through the airport’s perimeter fence and finally stopped in a ravine, bursting into flames. Both pilots, a flight attendant and four passengers were killed.
The Gulfstream Gust Lock Crash - Plane & Pilot Magazine (planeandpilotmag.com)
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Click to expand...
 
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Mark

Mark

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wbagley said:
As Grampaw Pettibone says: Jumpin' Jehoshaphat! :oops:
The gust lock takeoff has been done with fatal results so many times over the years, in most cases by folks who should really know better.
A 2014 Gulfstream IV crash:
Click to expand...
I assume these locks on some planes are designed so when parked flaps and rudders don't constantly blow around
in the wind?
Saw another old Gulfstream accident report on departure pilots never set wing flaps and with full load of
fuel tried to rotate at end of runway and run right off end of runway into disaster.
Newer models have flap alarm systems so impossible to forget..
Dale was great pilot and saw him several times back in the day with his F-86 Sabre jet. Many think he was getting too old
for flying antics and maybe that was the case.He sure loved to fly anything.
Getting older myself and forgetting simple things and no ground crew to double check LOL.
 
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wbagley

wbagley

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Mark said:
I assume these locks on some planes are designed so when parked flaps and rudders don't constantly blow around
in the wind?
Click to expand...

In most planes the flaps are held in the up position by a mechanical or hydraulic lock. However, many smaller aircraft have gust locks for the ailerons, rudder and elevators.

Generally, you do a flight control check after engine start in any aircraft just to make sure that everything is connected and moving properly. In the Andrews departure videos you can see the rudder, elevator and ailerons move as the VC-25s and C-32As taxi out. Actually, Boeing has moved the control check on the manufacturer's checklist to be done after engine start but before taxi so that everyone has eyes outside the cockpit while the plane is moving.

It's been decades, but seems like we used a pilot seatbelt hooked around the control yoke as a gust lock in the Lear 35, the Citation 550 and the EMB-110 Bandeirante. I don't think modern Boeing or Airbus jets have gust locks other than turning off the hydraulic systems.

Older propeller airliners had gust locks operated from the cockpit. What could possibly go wrong?

10/08/1947 American Airlines DC-4 El Paso, Texas

As a prank, a captain riding in the jump seat engaged the gust lock in flight. The command pilot, not knowing the gust lock had been engaged, rolled the elevator trim tab with no response. When the jump seat captain disengaged the gust lock, the aircraft went into a steep dive, executed part of an outside roll and become inverted. Neither the command nor jump seat captain had seat belts on and they accidentally feathered No. 1, 2 and 4 engines when they hit the controls with their heads. No one realized it at the time but the feathering reduced power and allowed the co-pilot, who was strapped in, to pull out of the dive 350 feet from the ground.
Click to expand...

Unusual accidents (planecrashinfo.com)
 
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